Internal-combustion engine.



T. VBITGH.

INTERNAL COMBUSTION ENGINE. APPLICATION FILED MAY 25,1910.

1,009,945. Patented Nov. 28, 1911.

2 SHEETS-SHEET 1 WITNESSES: INVENTOR T. VEITGH. INTERNAL COMBUSTIONENGINE.

AYPLIUATIOH FILED MAY 25,1910.

1,009,945.. I Patented Nov. 28, 1911.

I an Ex I: "V

M a w Q w Q M/ITAIESSES: ENTOR MAM/WV iii UNITED STATES PATENT OFFICE.

IHOHAS VEI'ICK, OI D'O'HOIIT, NEW JERSEY, ASSIGNOB TO WALTER S. THOMSON,OF

' NEW YORK, N. Y.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent. Patented Nov, 23, 1911, Applicationfiled ma as, 1910. Serial in. 683,374.

To all whom it may concern:

Be it known that I, Tnonas Vnrron, a citizen of the United States, and aresident of Dumont, in the county of Bergen and State of New Jersey,have invented certain new and useful Improvements in Internal-Combustion Engines, of which the following is a specification.

The present invention relates to improvements in internal combustionengines, and more particularly to means for admitting one or more of theconstituents of the combustible charge to the compression chamber of theengine.

'One of the objects of the invention is to provide a valve constructionfor controlling, while the engine is running, the admission of thecombustible charge, or of one or more of its constituents,-to thecrank-case in such a manner that the point of admission and the point ofthe cutoff of the charge entering the compression chamber of the enginemay he predetermined and varied at will, so as to control thereby thespeed and power of the engine.

Another object of the invention is to construct a valve mechanism for areversible two cycle engine which is very simple in construction,eflicient and reliable in operation, consisting of very few parts ofsimple design and possessing the features above mentioned.

With these and other objects in view, which will-more fully appear asthe nature of the invention is better understood, the same consists inthe construction, arrangement and combination of the several partshereinafter fully described, pointed out in the appended claims andillustrated in the accompanying drawings, it being understood thatvarious changes may be made in the size, proportion and construction ofparts without departing from the spirit or sacrificing any of theadvantages of the invention.

One of the many possible embodiments of the invention is illustrated inthe accompanying drawings, in which Figure 1 is a side elevation of anengine constructed in accordance with the present invention, the supplypipe being removed to more clearly show the interior parts; Fig. 2 is asection taken on line 2-2 of Fig. 1; Fig. 3 is a diagrammatic view ofthe valve construction, showing the parts in the positions indicated inFig. 1 of the drawings;

Figs. 4 and 5 are dis rammatic views of the Valve mechanism s owing theparts in.

difierent positions from that shown in Fig.

3; 6 and 7 are dia rammatic views of modi ed constructions o the valveshowing he parts in two different positions, and

t Fi 8 is a section taken on line 8, 8 of Fig. 6.

eferring now more particularly to Figs.

1 to 5,-inclusive, the numeral 10 designates the cylinder of the engine,having, in the case shown; the usual water-jacket l1, and being mountedupon the crank-case 12, which is rod 18 with the piston 19, which isprovided with the usual deflector 20. A transfer passage 21 connects theinterior of the crankcase with the inlet port. 22 of the cylinder,

opposite to which is arranged the exhaust port, from which the exhaustpipe 23 leads in the usual manner. Upon the crankshaft is mounted afly-wheel 2 for well known reasons. Thus far the construction andoperation of the engine do not differ in any essential way from theengine heretofore in use.

Upon the side 25 of the crank-case 12 is arranged a chamber 26, to whichleads a supply pipe 27 conducting to the said chamber either thecombustible charge, or air, if the engine is provided with a fuelinjection device. This chamber communicates with the interior of thecrankcase through an arc-shaped opening 28, which extends over anangular distance of about 180 for a purpose to be hereinafter described.The communication between the chamber 26 and the interior of thecrank-case is controlled by a rotary valve 29, which comprises a openingand closing edges, respectively, of the valve, as will be hereinaftermore fully described.

In the inner surface of the side of the crank-case is provided anannular groove 35, which is arranged concentrically with the opening-28in the crank-case side. In thisgroove are shiftably mounted twoindependent ring segments 36 and 37, which are provided upon their outerperipheral portions with teeth 38 and 39, respectively, meshing withpinions 40 and 41, respectively, which pinions are mounted upon shafts4:2 and 43,

adapted to be operated from the outer side of the crank-case. The ringsegment 36 serves to determine the point of admission of the charge orone of its constituents to the crank-case, while the ring segment 37 isof the fuel should be always near the lower dead center of the crank.The segment 37 is of greater angular length than the segment 36 and isarranged to move through a greater angular distance, whereby theentering charge may be cut off very shortly after its point ofadmission, or may be allowed to enter the crank-case throughout theentire upward stroke of the piston and for some distance over the upperdead center of the crank, or in other words throughout the entire timethrough which vacuum is present in the crank-case, or the charge mayenter the crank-case for any time between these two limits. I

The operation of the device is as follows: As the crankshaft rotates,the combustible charge or one of its constituents will be admitted intothe crank-case as soon as the opening edge 33 of the rotary valve 29passes the edge 36 of the segment 36, and such admission will last untilthe closing edge 34 of the segment 37, if the engine is running in thedirection of the arrow indicated in Fig. 1 of the drawings. If thesegments 36 and 37 are shifted by the pinions 40 and 41 into thepositions shown in Fig. 3 of the drawings, the combustible'charge or oneof its constituents will be admitted into the crankcase during theentire upward stroke of the piston. The rotary valve begins to open atthe point marked by the line I and the cutoif occurs at the line markedII. The angular distance between the lines I and II .plus the angulardistance betweenthe edges 33 and 34 of the rotary valve is equal toabout 180 and corresponds to the upward travel of the piston. The.opening edge 33 of the rotary valve passes the edge 36 of the segment 36when the crank is in its lower dead center and the closing edge 34 ofthe rotary valve passes the edge 37 of the segment. 37 when the crank isabout in its upper dead center. The position shown in Flg. 3 may betermed ithe normal or central position of the valve mechanism.

In shifting the segment 37 almost into contact with the segment 36,asshown in Fig. ,4 of the drawings, the admission wi'l'l begin when thecrank has. just passed its lower dead center andis in the position III,and 'will cease-"at position IV, that is at a point before vacuum in thecrank-case has been sufliciently formed, whereby only a very smallcharge will be admitted into the crank-case. In moving the segment 37vso that its edge 37 contacts with the edge 36 of the segment 36, theopening 28 is entirely closed and the engine will come to rest. Inshifting, however, the segment 37 so that it uncovers the opening 28 inthe crank-case side to a large extent, for instance, as shown in Fig. 5of the drawings, the admission will begin after the crank has passed thelower dead center, after reaching the position shown by the dotted linemarked V, and the communication betweenthe supply of fuel or one of itsconstituents and the crank-case will be closed when the crank centerpasses dotted line marked VI, that is after it has passed considerablythe upper dead center. Obviously a full opening of the valve is thusobtained during the time of the most effective vacuum in thecrank-case.If the segments 36 and 37 are shifted so that their edges 36 and 37coincide with straight edges 28 and 28 of the opening 28, thecommunication between the supply of fuel or air and the crank-case willremain open during almost three-fourths of a revolution of thecrankshaft.

It is obvious that .for every given load and speed of the engine, aparticular charge of course, "if the point of admission and the point ofcut-off of the charge can be varied relative to the crank while theengine is running. With the device herein described, the admission toand cut-off of the charge or one of its constituents in two cycleengines can be governed so that the engine can be throttled and runquietly on light loads, and a greater charge can be admitted for fullloads and high speeds.

While in Figs. 3, 4 and 5 three positions of the device have been shown,it will be easily seen that the segments may be set to any intermediatepositions, which may be required for the change in speed and load. Thering segments 'may be set by. hand, or they may be shifted by a governorinto the most effective position necessary to the'most satisfactoryoperation'of the engine both for speed and power.

A modification of the device is shown in Figs. 6 to 8, inclusive, whichcontrols the admission of the charge to the crank-case, and is adaptedat the same time to reverse the direction of rotation of the engine by avery simple operation. The crank-case side is provided in this case witha recess 46, to which leads a cylindrical opening 47 in communicationwith the supply of fuel or with the air, as the case, may be. A groovel8 is formed concentrically with the recess 46, and in this groove arearranged the ring segment 49 for controlling the point of admission ofthe charge and the ring segment 50 tor controlling the point of cut-oilof the charge. A projection 51 is formed on the inner face of the ringsegment 49, fitting snugly the recess 46 and dividing thus the same intotwo non-communicating sections.

If it is intended to run the engine in the direction of the arrow shownin Fig. 6 ol' the drawings, the projection 51 upon the segment 49 isshifted together with the segment 4L9 so that the projection comes tolie on the right-hand side of the opening 47. The edge 49 terms then theopening edge or the cut-off valve and the edge 50 of the segment 50 theclosing edge. In order to reverse the direction of rotation of theengine, the projection 51 is brought to the lefthand side of the opening47, as shown in Fig. it of the drawings, when-the edge 49 of the segmentwill form the opening edge of the catch valve. The segment 50 is thenset so that its edge 50 occupies the desired position, that is to sayeither an advance or throttle position, or any other intermediateposition.

While herein certain relations between the size of the opening in thecrank-case and the distance between the straight edges of the rotaryvalve have been specified, and a particular arrangement, sizes and formsof the cut-ofl' valve portions have been shown and described, it will beeasily seen that the relations, sizes and forms mentioned may be variedaccording to the requirements, and the device will still come within thescope of the appended claims, as the invention lies mainly in thecombination of a rotary valve with a cut-ofi' valve comprising astructure, whereby the point of admission and the point of the cut-01fof the charge may be predetermined and varied according to theconditions at hand. The rotary valve may, ofvcourse, be operated bymeans connected directly or indirectly with the crankshaft. Obviouslyinstead ,of the horseshoe-shaped rotary disk a slotted rotary disk maybe made use of.

What I claim is:-

1.. In an internal combustion engine, the combination with thecompression chamber of the engine having an opening in one of its walls,of a rotary valve adapted to control the communication between said.opemng and the interior of said chamber, and means varying, at will,independently of each other both the points of opening and closin ofsaid communication relative to the eye e of operation within thecylinder of the engine.

2. In an internal combustion engine, the combination with thecompressionchamber of the enginehaving an opening in one of its walls,of a rotary valve adapted to control the communication between saidopening and the interior of said chamber, and means interposed betweensaid opening and said valve varying, at will, independently of eachother both the points of opening and closing of said communicationrelative to the cycle of operation within the cylinder of the engine.

3. In an internal combustion engine, the combination with thecompression chamber of the engine having an openin in one of its'walls,of a rotary disk'adapte to control :the communication between saidopening and the interior of said chamber, and means for varying, atwill, independently of each other both the points of opening and closingof said communication relative to the cycle of operation within thecylinder of the engine.

4. In an internal combustion engine, the combination with thecompression chamber of the engine having an opening in one of its walls,of a rotary disk adapted to control the communication tetween saidopening and the interior of said chamber, and means interposed betweensaid opening and said disk for varying, at will, independently of eachother both the points of'opening and closing of said communicationrelative to the cycle of operation within the cylinder of the engine.

5. In an internal combustion engine, the combination with the crank-caseof the engine having an opening in one of its walls, of a crankshaftarranged in said crank-case, a rotary valve attached to said crankshaftadapted to control the communication between said opening and theinterior of said crank-case, and means varying, at will, independentlyof each other both the points of opening and closing of saidcommunication relative to the cycle of operation within the cylinder ofthe engine. 7

6. In an internal combustion en 'ne, the combination with the crank-caseo the engine having an opening in one of its walls, of a crankshaftarranged in said crank-case, a rotary valve attached to said crankshaftadapted to control the communication between said opening andtheinterior of said crank-case, and means interposed between said openingand said valve varying, at will, independently of each other both thepoints of opening and-closin ofsaid communication relative to the eye eof operation within the cylinder of the engine. 7

7. Inian internal combustion engine, the

combination with the crank-case of the en-.

gine having an opening in one of its walls, of

a crankshaft arranged in said crank-case, a.

rotary disk attached to said crankshaft adapted to control thecommunication between said. opening andthe interior of said crank-case,and means for varying, at will, independently of each other both thepoints of opening and closing of said communica tion relative to thecycle of operation within the cylinder of the engine.

8. In an internal combustion en 'ne, the

combination with the crank-case o the en-' of the engine having anopening in one of its walls, of a rotary valve adapted to control thecommunication between. 'said opening and the interior of said chamber,and means independent of said valve for predetermining and varying thesize of said opening and the angular relation of the opening and closingpoints of said communication relative .to the crank of the engine.

10. In an internal combustion engine, the combination With thecompression chamber of the engine having an opening in one of its walls,of a rotary valve adapted to control the communication between said opening and the interior of said chamber, and means interposed between saidopening and said valve for predetermining and varying the size of saidopening and the angular relation of the opening and closing points ofsaid communication relative to the crank of the engine;

11. In an internal combustion engine, the combination with thecompression chamber of the engine having an opening in one of its Walls,of a rotary disk adapted to control the-communication between saidopen-' ing and the interior of said chamber, and means forpredetermining and varying the size of said opening and the angularrelation of the opening and closing points of said communicationrelative to the crank of the engine.

12. In an internal combustion engine, the combination" with thecompression chamber of the engine having an opening in one of its walls,of a rotary disk adapted to control the communication between saidopening and the interior of said chamber, and means interposed betweensaid opening and said disk for 'predeterminin and varying the size ofsaid opening an the angular relation ofthe opening and closing pointsofsaid communication relative to the crank of the engine.

13. 'In an internal combustion engine, the

gine having an opening in one of, its walls,

combination with the crank-case of the en- 7 of a crank shaft arrangedin'said crankcase, a rotary valve attached to said crank shaft adaptedto control thecommunication between said opening. and the interior ofsaid crank-case, and means for p'redet'erminbetween said opening and theinterior of said crank-case, and means interposed between said openingand said valve for predetermining and varying the size of said openingand the angular relation of the opening and closing points of saidcommunication relative to the crank of the engine.

15. In an internal combustion engine, the combination with thecrank-case of the engine having an opening in one of its walls, of acrankshaft arranged in said crankcase, a rotary-disk attached to saidcrankshaft adapted to control the communication between said opening andthe interior of said crank-case, and means for predetermining andvarying the size of said opening and the angular relation of the openingand closing points of said communication relative to the crank of theengine.

16. In an internal combustion engine, the combination with thecrank-case of the engine having an opening in one of its walls, of acrankshaft arranged in said crankcase. a rotary disk attached to saidcrankshaft and adapted to control the communication between said openingand the interior of said crank-case, and means interposed between saidopening and said disk for predetermining and Varying the size of saidopening and the angular relation of the opening and closing points ofsaid communication relative to. the crank of the engine.

17. In an internal combustion engine, the combination with thecompression chamber of the engine having an-opening in one of its walls,of a rotary valve adapted to control the communication between saidopening and the interior'ot said chamber, means for varying, at will,independently of each other both the points of opening and closing ofsaid communication relative to the cycle of operation within thecylinder of the engine.

18. In an internal combustion engine, the combination with thecompression chamber of the engine having an opening in one of its walls,of a rotary disk adapted to control the communication between said opening and the interior of said chamber, means for varying, at will,independently of each other both the points of opening and closing ofsaid communication relative to the cycle of operation within thecylinder of the engine.

19. In an internal combustion engine, the combination with-thecompression chamber of the engine having an opening in one of its walls,of a rotary valve adapted to con trol the communication between saidopening and the interior of said chamber, and means for varying at willthe point of opening only of said communication relative to the cycle ofoperation within the cylinder of the engine.

20. In an internal combustion engine, the combination with thecompression chamber of the engine having an opening in one of its walls,of a rotary valve adapted to control the communication between saidopening and the interior of said chamber, and

means interposed between said opening and said valve for varying at willthe point of opening only of said communication relative to the cycle ofoperation within the cylinder of the engine.

21. In an internal combustion engine, the combination with thecompression chamber of the engine having an opening in one of its Walls,of a rotary disk adapted to control the communication between saidopening and the interior of said chamber, and means for varying at willthe point of opening only of said communication relative to the cycle ofoperation within the cylinder of the engine.

22. In an internal combustion engine, the combination with thecompression chamber of the engine having an opening in one of its walls,of a rotary disk adapted to control the communication between saidopening-and the interior of said chamber, and

means interposed between said opening and said disk for varying at willthe point of opening only of said communication relative to the cycle ofoperation within the cylinder of the engine. v

Signed at New York, in the county of New York and State of New York,this 27th day of May, A. D. 1910.

THOMAS VEITCH.

Witnesses SIGMUND HERZOG, O. R. RADoLmFE.

